JP6701955B2 - Vehicle door structure - Google Patents

Vehicle door structure Download PDF

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JP6701955B2
JP6701955B2 JP2016102238A JP2016102238A JP6701955B2 JP 6701955 B2 JP6701955 B2 JP 6701955B2 JP 2016102238 A JP2016102238 A JP 2016102238A JP 2016102238 A JP2016102238 A JP 2016102238A JP 6701955 B2 JP6701955 B2 JP 6701955B2
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absorbing member
shock absorbing
vehicle
door
panel
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JP2017210015A (en
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慎太朗 多賀
慎太朗 多賀
宏明 加納
宏明 加納
靖 本間
靖 本間
貴史 寺田
貴史 寺田
貴司 野上
貴司 野上
藤澤 直樹
直樹 藤澤
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Mitsubishi Motors Corp
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Description

本発明は、車両の側面ドアへの衝突(以下、側面衝突という)時に乗員の保護を図るためのドア構造に関する。   BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a door structure for protecting an occupant during a collision with a side door of a vehicle (hereinafter referred to as a side collision).

車両の側面衝突時に加わる衝撃から乗員を保護するべく、従来から各種のドア構造が提案されている。例えば、特許文献1には、ドアパネルと、ドアパネルの車両内側に配置されたドアトリムと、ドアパネルとドアトリムとの間に配置された衝撃吸収部材とを備えたドア構造が開示されている。衝撃吸収部材は、側面衝突時に車両外方から加わる衝撃力を吸収して軽減するためにドアトリムに取り付けられた部材であり、第1の衝撃吸収部材と第2の衝撃吸収部材とを含んで構成されている。第1の衝撃吸収部材は、座席に着座した乗員の腰部と対向するように配置されている。第2の衝撃吸収部材は、第1の衝撃吸収部材よりも下方に、かつドアパネル側(具体的には、アウターパネル側)に突出して配置されている。ドアトリムは、自身の上部を構成するアッパーボードと、下部を構成するロアボードとを備えている。これらのボードは、アッパーボードの下端部とロアボードの上端部とで互いに着脱可能に連結されている。   Conventionally, various door structures have been proposed in order to protect an occupant from a shock applied when a side collision of a vehicle occurs. For example, Patent Document 1 discloses a door structure including a door panel, a door trim arranged inside the door panel in the vehicle, and a shock absorbing member arranged between the door panel and the door trim. The shock absorbing member is a member attached to the door trim in order to absorb and reduce a shock force applied from the outside of the vehicle at the time of a side collision, and includes a first shock absorbing member and a second shock absorbing member. Has been done. The first shock absorbing member is arranged so as to face the waist of the occupant seated on the seat. The second impact absorbing member is arranged below the first impact absorbing member and protrudes toward the door panel side (specifically, the outer panel side). The door trim includes an upper board that constitutes an upper part of the door trim and a lower board that constitutes a lower part of the door trim. These boards are detachably connected to each other at the lower end of the upper board and the upper end of the lower board.

車両の側面衝突時、第2の衝撃吸収部材は、ドアパネルに押圧されて座屈変形しながら車両内側(車室内)へ変位し、変位した第2の衝撃吸収部材は、ドアトリムのロアボードを車両内側へ押圧する。押圧されたロアボードは、上端部でのアッパーボードとの連結が外れ、車両内側に変位して(車室内へ傾いて)乗員の腰部に接触する。その際、ロアボードは、乗員の腰部を押圧するが、その押圧力は、第1の衝撃吸収部材が座屈変形することで、側面衝突の衝撃力よりも軽減される。一方、第2の衝撃吸収部材は、第1の衝撃吸収部材よりも下方に配置されているので、ロアボードを介した第2の衝撃吸収部材と乗員との接触は回避される。   At the time of a side collision of the vehicle, the second shock absorbing member is pressed by the door panel and is buckled and deformed, and is displaced to the inside of the vehicle (the interior of the vehicle), and the displaced second shock absorbing member moves the lower board of the door trim to the inside of the vehicle. Press to. The pressed lower board is disengaged from the upper board at the upper end and is displaced inside the vehicle (tilting into the passenger compartment) to contact the occupant's waist. At this time, the lower board presses the occupant's waist, but the pressing force is less than the impact force of the side collision due to the buckling deformation of the first impact absorbing member. On the other hand, since the second shock absorbing member is arranged below the first shock absorbing member, contact between the second shock absorbing member and the occupant via the lower board is avoided.

このように特許文献1に開示されたドア構造では、側面衝突時の衝撃力を軽減させながらドアトリムを乗員の腰部に接触させ、腰部の早期拘束を図っている。これにより、乗員の胸部や腹部とドアパネルなどとのスペースを確保し、側面衝突時における胸部や腹部の保護を図っている。   As described above, in the door structure disclosed in Patent Document 1, the door trim is brought into contact with the occupant's waist while the impact force at the time of a side collision is reduced, and the waist is restrained early. This secures a space between the occupant's chest and abdomen and the door panel, and protects the chest and abdomen in the event of a side collision.

特開2013−244822号公報JP, 2013-244822, A

ところで、車両の側面衝突時には、車両外方から車両に加わる衝撃力(水平面と略平行に作用する力)によって、ドアパネルが車両内側へ侵入するように変形する。このような変形時、例えば特許文献1に開示されたドア構造では、変形したドアパネルが第1の衝撃吸収部材を斜め上方へ押し上げる場合がある。この場合、側面衝突の衝撃力は、第1の衝撃吸収部材を介して、乗員の腰部とドアトリムとの接触側(衝突側)からその反対側に、当該乗員の腰部を斜め上方へ押し上げるように作用する。このため、乗員の腰部とドアトリムとの接触側(衝突側)とは反対側で、当該乗員の腰部が腹部へ向けて押し上げられ、押し上げられた腰部が腹部と過剰に干渉するおそれがある。しかしながら、特許文献1に開示されたドア構造では、乗員の腰部を腹部へ向けて押し上げる力を軽減させることについて、特段考慮されていない。   By the way, at the time of a side collision of a vehicle, the door panel is deformed so as to enter the inside of the vehicle by an impact force (a force acting substantially parallel to a horizontal plane) applied to the vehicle from the outside of the vehicle. At the time of such deformation, in the door structure disclosed in Patent Document 1, for example, the deformed door panel may push up the first impact absorbing member obliquely upward. In this case, the impact force of the side collision pushes the occupant's waist portion obliquely upward from the contact side (collision side) of the occupant's waist portion and the door trim to the opposite side via the first impact absorbing member. To work. Therefore, the waist of the occupant may be pushed up toward the abdomen on the side opposite to the contact side (collision side) between the occupant's waist and the door trim, and the pushed up waist may excessively interfere with the abdomen. However, in the door structure disclosed in Patent Document 1, no particular consideration is given to reducing the force of pushing up the waist of the occupant toward the abdomen.

そこで、車両の側面衝突時に、乗員の腰部を腹部へ向けて押し上げるような力を軽減させ、適切に乗員の保護を図ることが可能な車両のドア構造を提供する。   Therefore, there is provided a vehicle door structure capable of appropriately protecting the occupant by reducing the force that pushes up the occupant's waist toward the abdomen in the case of a side collision of the vehicle.

本発明の車両のドア構造は、車両のドアパネルと、ドアパネルの車両内側に配置されたドアトリムと、ドアパネルとドアトリムとの間に配置された衝撃吸収部材とを備えている。衝撃吸収部材は、第1の衝撃吸収部材と、車幅方向に対して第1の衝撃吸収部材よりも車両外側に、第1の衝撃吸収部材と対向して配置された第2の衝撃吸収部材とを含んで構成されている。第1の衝撃吸収部材および第2の衝撃吸収部材は、互いの対向面の少なくとも一方が、一方の対向面の下端へ向かうに従って他方の対向面と離間する傾斜面を有する。一方の対向面は、傾斜面に加え、他方の対向面に臨む係合部を傾斜面よりも上方に有し、他方の対向面は、係合部と係合可能な被係合部を有する。 The vehicle door structure of the present invention includes a vehicle door panel, a door trim disposed inside the vehicle door panel, and a shock absorbing member disposed between the door panel and the door trim. The shock absorbing member is a first shock absorbing member, and a second shock absorbing member is disposed outside the first shock absorbing member in the vehicle width direction and outside the first shock absorbing member so as to face the first shock absorbing member. It is configured to include and. At least one of the opposing surfaces of the first impact absorbing member and the second impact absorbing member has an inclined surface that separates from the other opposing surface toward the lower end of the one opposing surface. In addition to the inclined surface, one opposing surface has an engaging portion facing the other opposing surface above the inclined surface, and the other opposing surface has an engaged portion that can engage with the engaging portion. .

例えば、一方の対向面は、傾斜面を有する形態とし、他方の対向面は、垂直面を有する形態とすることができる。   For example, one of the facing surfaces may have an inclined surface and the other facing surface may have a vertical surface.

また、一方の対向面は、係合部として、他方の対向面へ向けて突出する凸部を有する形態とし、他方の対向面は、被係合部として、凸部と係合可能な凹部を有する形態とすればよい。 Also, opposing surfaces of the hand is, as the engaging portion, and a form having a protrusion protruding toward the other opposing surface, the other opposing surface, as the engaged portion, the convex portion engageable with the recess May be adopted.

また、一方の対向面は、傾斜面に加え、傾斜面の上端に連続する垂直面を有する形態とし、他方の対向面は、垂直面と平行に形成してもよい。   Further, one of the facing surfaces may have a form having a vertical surface that is continuous with the upper end of the tilting surface in addition to the tilting surface, and the other facing surface may be formed parallel to the vertical surface.

これらのドア構造においては一例として、第1の衝撃吸収部材は、一方の対向面を含み、第2の衝撃吸収部材は、他方の対向面を含んだ構成とすることができる。この場合、ドアパネルは、車両の外板をなすアウターパネルと、アウターパネルの車両内側かつドアトリムの車両外側に配置されたインナーパネルとを有する構成とすればよい。第1の衝撃吸収部材は、ドアトリムの車両外側に取り付け、第2の衝撃吸収部材は、アウターパネルの車両内側に取り付ければよい。   In these door structures, as an example, the first impact absorbing member may include one opposing surface and the second impact absorbing member may include the other opposing surface. In this case, the door panel may be configured to include an outer panel that forms an outer plate of the vehicle and an inner panel that is disposed inside the outer panel and outside the door trim. The first impact absorbing member may be attached to the vehicle trim outer side of the vehicle, and the second impact absorbing member may be attached to the vehicle inner side of the outer panel.

本発明の車両のドア構造によれば、車両の側面衝突時に、乗員の腰部を腹部へ向けて押し上げるような力を軽減させ、適切に乗員の保護を図ることができる。   According to the vehicle door structure of the present invention, it is possible to appropriately protect the occupant by reducing the force that pushes up the waist of the occupant toward the abdomen during a side collision of the vehicle.

本発明の第1の実施形態に係る車両のドア構造を適用したドア本体を示す断面図。Sectional drawing which shows the door main body which applied the vehicle door structure which concerns on the 1st Embodiment of this invention. 本発明の第1の実施形態に係る車両のドア構造において、側面衝突時におけるドア本体の衝撃吸収部材(第1の衝撃吸収部材および第2の衝撃吸収部材)の初期状態を示す図。FIG. 4 is a diagram showing an initial state of the shock absorbing members (first shock absorbing member and second shock absorbing member) of the door body during a side collision in the vehicle door structure according to the first embodiment of the present invention. 本発明の第1の実施形態に係る車両のドア構造において、側面衝突時におけるドア本体の衝撃吸収部材(第1の衝撃吸収部材および第2の衝撃吸収部材)の終期状態を示す図。FIG. 6 is a view showing the final state of the shock absorbing members (first shock absorbing member and second shock absorbing member) of the door body during a side collision in the vehicle door structure according to the first embodiment of the present invention. 本発明の第2の実施形態に係る車両のドア構造を適用したドア本体を示す断面図。Sectional drawing which shows the door main body which applied the vehicle door structure which concerns on the 2nd Embodiment of this invention. 本発明の第3の実施形態に係る車両のドア構造を適用したドア本体を示す断面図。Sectional drawing which shows the door main body which applied the vehicle door structure which concerns on the 3rd Embodiment of this invention. 本発明の第1の変形例に係る衝撃吸収部材(第1の衝撃吸収部材および第2の衝撃吸収部材)の形態を示す図。The figure which shows the form of the shock absorbing member (1st shock absorbing member and 2nd shock absorbing member) which concerns on the 1st modification of this invention. 本発明の第2の変形例に係る衝撃吸収部材(第1の衝撃吸収部材および第2の衝撃吸収部材)の形態を示す図。The figure which shows the form of the shock absorbing member (1st shock absorbing member and 2nd shock absorbing member) which concerns on the 2nd modification of this invention. 本発明の第3の変形例に係る衝撃吸収部材(第1の衝撃吸収部材および第2の衝撃吸収部材)の形態を示す図。The figure which shows the form of the shock absorption member (1st shock absorption member and 2nd shock absorption member) which concerns on the 3rd modification of this invention.

以下、本発明に係る車両のドア構造について、図1から図8を参照して説明する。本発明のドア構造は、車両のサイドドアに適用される。車両のフロント側およびリア側、左側および右側のいずれであるかは問わない。車両としては、自家用の乗用自動車を適用する。   Hereinafter, a vehicle door structure according to the present invention will be described with reference to FIGS. 1 to 8. The door structure of the present invention is applied to a side door of a vehicle. It does not matter whether the vehicle is on the front side or the rear side, or on the left side or the right side. As a vehicle, a private passenger car is applied.

図1から図3には、第1の実施形態に係る車両のドア構造D1を適用したドア本体1の断面を車両前方から示す図である。図1から図3には、車両のリア側かつ左側のドア本体1を一例として示す。図1から図3においては、各図の矢印INの方向を車両の内方(内側)、矢印UPの方向を車両の上方(上側)としてそれぞれ定義する。各図の矢印INに沿った方向は、車両の車幅方向(左右方向)に相当する。また、これらの矢印方向といずれも直交し、各図の裏側から表側へ向かう方向を前方(前側)として定義する。なお、図4から図8においても、図1から図3における各方向と同様に方向を定義する。   1 to 3 are cross-sectional views of the door body 1 to which the vehicle door structure D1 according to the first embodiment is applied, viewed from the front of the vehicle. 1 to 3 show a rear door body 1 on the left side of the vehicle as an example. 1 to 3, the direction of the arrow IN in each drawing is defined as the inside (inside) of the vehicle, and the direction of the arrow UP is defined as above the vehicle (upper side). The direction along the arrow IN in each figure corresponds to the vehicle width direction (left-right direction) of the vehicle. Further, any direction orthogonal to these arrow directions and going from the back side to the front side of each drawing is defined as the front side (front side). Note that, also in FIGS. 4 to 8, directions are defined in the same manner as the respective directions in FIGS. 1 to 3.

図1から図3に示すように、ドア本体1は、ドアパネル2と、ドアパネル2の車両内側に配置されたドアトリム3と、ドアパネル2とドアトリム3との間に配置された衝撃吸収部材4とを備えて構成されている。ドア本体1の車両内側には、乗員5が着座するシート6が配置されている。なお、本実施形態の乗員5は、標準的な体型の者であり、ダミー人形を含むものとする。図1から図5には、便宜上、乗員5としてのダミー人形を模式的に示す。   As shown in FIGS. 1 to 3, the door body 1 includes a door panel 2, a door trim 3 arranged inside the door panel 2, and a shock absorbing member 4 arranged between the door panel 2 and the door trim 3. It is equipped with. Inside the vehicle body of the door body 1, a seat 6 on which an occupant 5 sits is arranged. The occupant 5 of the present embodiment has a standard body shape and includes a dummy doll. 1 to 5, a dummy doll as the occupant 5 is schematically shown for convenience.

ドアパネル2は、車両の外板をなすアウターパネル21と、アウターパネル21の車両内側に配置されたインナーパネル22を有している。アウターパネル21およびインナーパネル22は、例えば鉄やアルミニウムなどの金属製の板材をプレス加工してそれぞれ成形され、相互に組み付けられている。組み付けられたアウターパネル21とインナーパネル22の間には、サイドウインドガラスとそのスライド機構、ドアロックシステム(いずれも図示省略)などが収容される空間Sが形成されている。   The door panel 2 has an outer panel 21 that forms an outer plate of the vehicle, and an inner panel 22 that is arranged inside the outer panel 21 in the vehicle. The outer panel 21 and the inner panel 22 are formed by pressing a metal plate material such as iron and aluminum, and are assembled together. Between the assembled outer panel 21 and inner panel 22, a space S is formed in which a side window glass, a sliding mechanism therefor, a door lock system (all not shown) and the like are housed.

ドアトリム3は、アームレストやドアポケット(いずれも図示省略)などが設けられるドア本体1の内装部品であり、インナーパネル22の車両内側に配置されている。ドアトリム3は、例えばポリプロピレン等の合成樹脂材料や木質材料、あるいはこれらの混合材などで構成されている。ドアトリム3は、車両内側へ緩やかに湾曲しながら下端部から上端部へ向かってインナーパネル22とほぼ同一高さ(垂直方向の寸法)で起立し、インナーパネル22の車両内側を覆っている。   The door trim 3 is an interior component of the door body 1 provided with armrests, door pockets (all not shown), and is arranged inside the inner panel 22 in the vehicle. The door trim 3 is made of, for example, a synthetic resin material such as polypropylene, a wood material, or a mixture thereof. The door trim 3 rises from the lower end to the upper end at a substantially same height (vertical dimension) from the lower end to the upper end while gently curving toward the inside of the vehicle, and covers the inner panel 22 inside the vehicle.

衝撃吸収部材4は、車両のドア本体1への衝突(側面衝突)時に車両外方から加わる衝撃力(エネルギー)を吸収して軽減し、早期にドアトリム3を乗員5の腰部5aに接触させることで、乗員5の胸部5cや腹部5bとドアパネル2などとのスペースを確保し、乗員5の胸部5cや腹部5bの保護を図るための部材である。衝撃吸収部材4の素材は特に限定されないが、例えば硬質ポリウレタンフォームなどのEA(Energy Absorption)材を用いることができる。   The impact absorbing member 4 absorbs and reduces an impact force (energy) applied from the outside of the vehicle at the time of a collision (side collision) with the door body 1 of the vehicle, and brings the door trim 3 into early contact with the waist 5a of the occupant 5. Thus, it is a member for securing a space between the chest 5c or the abdomen 5b of the occupant 5 and the door panel 2 and protecting the chest 5c or the abdomen 5b of the occupant 5. The material of the shock absorbing member 4 is not particularly limited, but for example, an EA (Energy Absorption) material such as hard polyurethane foam can be used.

衝撃吸収部材4は、第1の衝撃吸収部材41と、車幅方向に対して第1の衝撃吸収部材41よりも車両外側に、第1の衝撃吸収部材と対向して配置された第2の衝撃吸収部材42とを含んで構成されている。   The shock absorbing member 4 and the second shock absorbing member 41 are arranged on the vehicle outer side of the first shock absorbing member 41 in the vehicle width direction so as to face the first shock absorbing member 41. The shock absorbing member 42 is included.

第1の衝撃吸収部材41および第2の衝撃吸収部材42は、いずれも前後方向に長手の多面体となっており、そのうちの一面部を互いに対向させるように配置されている。第1の衝撃吸収部材41は、ドアトリム3の車両外側に取り付けられている。第2の衝撃吸収部材42は、アウターパネル21の車両内側(空間S側)に取り付けられている。これにより、図1に示すように、第1の衝撃吸収部材41の車両外側の面(以下、対向面41aという)と、第2の衝撃吸収部材42の車両内側の面(以下、対向面42aという)とが車幅方向に対向する。なお、インナーパネル22には、アウターパネル21に取り付けられた第2の衝撃吸収部材42を挿通して対向面42aを車両内側へ臨ませ、第1の衝撃吸収部材41の対向面41aと対向させる開口部22aが形成されている。   Each of the first shock absorbing member 41 and the second shock absorbing member 42 is a polyhedron that is long in the front-rear direction, and is arranged so that one surface portion thereof faces each other. The first impact absorbing member 41 is attached to the vehicle outer side of the door trim 3. The second shock absorbing member 42 is attached to the inner side of the vehicle (the space S side) of the outer panel 21. As a result, as shown in FIG. 1, the surface of the first shock absorbing member 41 on the vehicle outer side (hereinafter referred to as the facing surface 41a) and the surface of the second shock absorbing member 42 on the vehicle inner side (hereinafter, facing surface 42a). Is said to face in the vehicle width direction. The inner panel 22 is inserted with the second shock absorbing member 42 attached to the outer panel 21 so that the facing surface 42a faces the inside of the vehicle and faces the facing surface 41a of the first shock absorbing member 41. The opening 22a is formed.

図1に示すように、第1の衝撃吸収部材41がドアトリム3、第2の衝撃吸収部材42がアウターパネル21にそれぞれ取り付けられた状態において、第1の衝撃吸収部材41および第2の衝撃吸収部材42は、シート6に着座した乗員5の腰部5aと車幅方向へ一部重なるように配置されている。第1の衝撃吸収部材41とドアトリム3、および第2の衝撃吸収部材42とアウターパネル21との取付方法は、いずれも特に限定されない。例えば、これらの衝撃吸収部材4に設けた被取付部(図示省略)と、ドアトリム3およびアウターパネル21に設けたボス(図示省略)とを締結固定するなどの方法を適用すればよい。   As shown in FIG. 1, with the first shock absorbing member 41 attached to the door trim 3 and the second shock absorbing member 42 attached to the outer panel 21, respectively, the first shock absorbing member 41 and the second shock absorbing member 41 are attached. The member 42 is arranged so as to partially overlap the waist portion 5a of the occupant 5 seated on the seat 6 in the vehicle width direction. The method of attaching the first impact absorbing member 41 and the door trim 3 and the method of attaching the second impact absorbing member 42 and the outer panel 21 are not particularly limited. For example, a method of fastening and fixing a mounted portion (not shown) provided on the impact absorbing member 4 and a boss (not shown) provided on the door trim 3 and the outer panel 21 may be applied.

第1の衝撃吸収部材41の対向面41aおよび第2の衝撃吸収部材42の対向面42aのうち、少なくとも一方は、該一方の対向面の下端へ向かうに従って他方の対向面と離間する傾斜面を有している。本実施形態では一例として、第1の衝撃吸収部材41の対向面41aに傾斜面41bが形成されている。   At least one of the facing surface 41a of the first shock absorbing member 41 and the facing surface 42a of the second shock absorbing member 42 has an inclined surface that separates from the other facing surface toward the lower end of the one facing surface. Have In the present embodiment, as an example, an inclined surface 41b is formed on the facing surface 41a of the first shock absorbing member 41.

図1に示すように、傾斜面41bは、対向面41aの全体に形成されている。つまり、対向面41aは、上端から下端まで徐々に車両内側へ凹むように傾斜して、前後方向の全長に亘って連なる傾斜面41bとなっている。別の捉え方をすれば、第1の衝撃吸収部材41は、対向面41aが傾斜して傾斜面41bとなるように、一部が三角柱状に欠落した形状をなしている。これに対し、第2の衝撃吸収部材42の対向面42aは、上端から下端まで、そして前後方向の全長に亘ってそれぞれ連続する垂直面(前後左右方向の平面(水平面)に対する鉛直面)42bとなっている。   As shown in FIG. 1, the inclined surface 41b is formed on the entire facing surface 41a. That is, the facing surface 41a is an inclined surface 41b that is inclined from the upper end to the lower end so as to be gradually recessed toward the inside of the vehicle and is continuous over the entire length in the front-rear direction. From a different point of view, the first shock absorbing member 41 has a shape in which a part of the first shock absorbing member 41 is missing in a triangular prism shape so that the facing surface 41a is inclined to become the inclined surface 41b. On the other hand, the facing surface 42a of the second shock absorbing member 42 is a vertical surface (vertical surface with respect to a plane in the front-rear, left-right direction (horizontal plane)) 42b that is continuous from the upper end to the lower end and over the entire length in the front-rear direction. Is becoming

次に、車両の側面衝突時における衝撃吸収部材4の挙動(第1の衝撃吸収部材41および第2の衝撃吸収部材42による衝撃力の吸収態様)について説明する。図2および図3には、車両の側面衝突時における第1の衝撃吸収部材41および第2の衝撃吸収部材42の挙動を示す。図2は、側面衝突の初期状態を示す図であり、図3は、側面衝突の終期状態を示す図である。   Next, the behavior of the shock absorbing member 4 at the time of a side collision of the vehicle (a manner of absorbing the shock force by the first shock absorbing member 41 and the second shock absorbing member 42) will be described. 2 and 3 show the behavior of the first shock absorbing member 41 and the second shock absorbing member 42 at the time of a side collision of the vehicle. FIG. 2 is a diagram showing an initial state of a side collision, and FIG. 3 is a diagram showing an end state of a side collision.

車両が側面衝突すると、その衝撃力(図2に矢印F2で示す力)は、アウターパネル21に対して水平方向(水平面に沿った方向)と略平行に入力される。したがって、図2に示すように、アウターパネル21は、車両内側(空間S)へ侵入するように湾曲して変形する。アウターパネル21の変形によって、第2の衝撃吸収部材42は、変形したアウターパネル21とともに車両内側、端的には第1の衝撃吸収部材41へ向けて変位する。   When the vehicle collides on the side surface, the impact force (the force indicated by arrow F2 in FIG. 2) is input to the outer panel 21 substantially parallel to the horizontal direction (direction along the horizontal plane). Therefore, as shown in FIG. 2, the outer panel 21 is bent and deformed so as to enter the inside (space S) of the vehicle. Due to the deformation of the outer panel 21, the second impact absorbing member 42 is displaced with the deformed outer panel 21 toward the inside of the vehicle, that is, toward the first impact absorbing member 41 at the end.

第1の衝撃吸収部材41は、第2の衝撃吸収部材42との対向面41aが傾斜面41bとなっているため、第1の衝撃吸収部材41へ向けて変位した第2の衝撃吸収部材42は、対向面42a(垂直面42b)が傾斜面41bの上端部41cと最初に当接する。そして、対向面42aを上端部41cと当接させた状態のまま、第2の衝撃吸収部材42は、アウターパネル21の変形に伴って、傾斜面41bの傾斜分だけ第1の衝撃吸収部材41へ向けて回動する。これにより、第2の衝撃吸収部材42は、対向面42aが水平面に対して斜め上方を向き(傾斜面41bの傾斜角度αだけ水平面に対して傾き)、傾斜面41bと接触する(図2に示す状態)。   The first shock absorbing member 41 has the inclined surface 41b facing the second shock absorbing member 42, and thus the second shock absorbing member 42 displaced toward the first shock absorbing member 41. The first, the facing surface 42a (vertical surface 42b) first contacts the upper end portion 41c of the inclined surface 41b. Then, the second impact absorbing member 42 is kept in contact with the upper end portion 41c of the facing surface 42a, and the second impact absorbing member 42 is deformed by the outer panel 21, and the first impact absorbing member 41 is inclined by the inclination of the inclined surface 41b. Rotate toward. As a result, in the second impact absorbing member 42, the facing surface 42a faces obliquely upward with respect to the horizontal plane (inclined with respect to the horizontal plane by the inclination angle α of the inclined surface 41b) and contacts the inclined surface 41b (see FIG. 2). State shown).

対向面42aを傾斜面41bと接触させた第2の衝撃吸収部材42は、水平方向と略平行に第1の衝撃吸収部材41を車両内側(車室内)へ押圧する。押圧された第1の衝撃吸収部材41は、水平方向と略平行にドアトリム3を車両内側へ押圧する。この時、第1の衝撃吸収部材41と第2の衝撃吸収部材42は、ドアトリム3とアウターパネル21に挟まれて圧縮変形する。かかる変形によって側面衝突の衝撃力F2が吸収されるため、第1の衝撃吸収部材41がドアトリム3を押圧する力(図3に矢印F3で示す力)は、側面衝突の衝撃力F2よりも軽減される(F3<F2)。押圧されたドアトリム3は、車両内側(車室内)へ侵入するように湾曲して変形し、乗員5の腰部5aと接触する。   The second shock absorbing member 42 having the facing surface 42a in contact with the inclined surface 41b presses the first shock absorbing member 41 toward the inside of the vehicle (vehicle interior) substantially parallel to the horizontal direction. The pressed first impact absorbing member 41 presses the door trim 3 toward the inside of the vehicle substantially parallel to the horizontal direction. At this time, the first shock absorbing member 41 and the second shock absorbing member 42 are sandwiched between the door trim 3 and the outer panel 21 and compressed and deformed. Since the impact force F2 of the side impact is absorbed by such deformation, the force with which the first impact absorbing member 41 presses the door trim 3 (the force indicated by the arrow F3 in FIG. 3) is less than the impact force F2 of the side impact. (F3<F2). The pressed door trim 3 is curved and deformed so as to enter the inside (vehicle interior) of the vehicle, and comes into contact with the waist 5a of the occupant 5.

乗員5の腰部5aと接触するドアトリム3は、腰部5aに押圧力F3を作用させるが、上述のとおり本実施形態では、その力を側面衝突の衝撃力F2よりも軽減しつつ、水平方向と略平行に腰部5aに対して作用させることができる。すなわち、第1の衝撃吸収部材41が傾斜面41bを有しているため、第1の衝撃吸収部材41と第2の衝撃吸収部材42との間(具体的には対向面41aの下端側)に、傾斜面41bの傾斜分だけ空間を生じさせることができる。このため、側面衝突時に第2の衝撃吸収部材42が第1の衝撃吸収部材41へ向けて変位した際、かかる空間を利用して第2の衝撃吸収部材42を回動させ、対向面42aを水平面に対して斜め上方へ向けることができる。その際、第1の衝撃吸収部材41は、対向面41aが第2の衝撃吸収部材42の対向面42aと接触するまで変位しない。   The door trim 3 that comes into contact with the waist 5a of the occupant 5 applies a pressing force F3 to the waist 5a. The waist portion 5a can be operated in parallel. That is, since the first shock absorbing member 41 has the inclined surface 41b, it is between the first shock absorbing member 41 and the second shock absorbing member 42 (specifically, the lower end side of the facing surface 41a). In addition, it is possible to create a space corresponding to the inclination of the inclined surface 41b. For this reason, when the second shock absorbing member 42 is displaced toward the first shock absorbing member 41 during a side collision, the second shock absorbing member 42 is rotated by using such a space, and the facing surface 42a is It can be directed obliquely upward with respect to the horizontal plane. At that time, the first shock absorbing member 41 is not displaced until the facing surface 41 a comes into contact with the facing surface 42 a of the second shock absorbing member 42.

すなわち本実施形態によれば、車両の側面衝突時、アウターパネル21の変形に伴って第2の衝撃吸収部材42が変位した場合であっても、対向面41aが第2の衝撃吸収部材42の対向面42aと接触するまでは、第1の衝撃吸収部材41を側面衝突前の姿勢のまま維持することができる。対向面41a,42aが接触した後は、第1の衝撃吸収部材41と第2の衝撃吸収部材42が一体となって水平方向と略平行に変位する。このため、これらに押圧されてドアトリム3が変形し、変形したドアトリム3が乗員5の腰部5aと接触した場合であっても、側面衝突時の衝撃力F2を軽減させた上で、図3に示すように、腰部5aを水平方向と略平行に車両内側(車室内)へ押すことができる。   That is, according to the present embodiment, even when the second impact absorbing member 42 is displaced due to the deformation of the outer panel 21 during the side collision of the vehicle, the facing surface 41 a is the same as the second impact absorbing member 42. The first shock absorbing member 41 can be maintained in the posture before the side collision until it comes into contact with the facing surface 42a. After the facing surfaces 41a and 42a contact each other, the first shock absorbing member 41 and the second shock absorbing member 42 are integrally displaced to be substantially parallel to the horizontal direction. Therefore, even when the door trim 3 is deformed by being pressed by these and the deformed door trim 3 comes into contact with the waist portion 5a of the occupant 5, the impact force F2 at the time of a side collision is reduced, and then FIG. As shown, the waist portion 5a can be pushed to the inside of the vehicle (vehicle interior) substantially parallel to the horizontal direction.

したがって、車両の側面衝突時に、例えば乗員5の腰部5aとドアトリム3との接触側(以下、衝突側という)からその反対側に、乗員5の腰部5a(図3に示す上側部位51a)を腹部5b(同図に示す下側部位51b)へ向けて押し上げるような力を軽減させることができる。この結果、衝突側とは反対側で、腰部5aの上側部位51aを腹部5bの下側部位51bと過剰に干渉させるような事態を有効に防止することができる。また、早期にドアトリム3を乗員5の腰部5aに接触させることで、乗員5の胸部5cや腹部5bとドアパネル2などとのスペースを確保することができる。これらにより、適切に乗員5の保護を図ることが可能となる。   Therefore, at the time of a side collision of the vehicle, for example, the waist 5a of the occupant 5 (the upper side portion 51a shown in FIG. 3) is abdomen from the contact side of the occupant 5 and the door trim 3 (hereinafter referred to as the collision side) to the opposite side. It is possible to reduce the force that pushes up toward 5b (the lower side portion 51b shown in the figure). As a result, it is possible to effectively prevent a situation in which the upper side portion 51a of the waist portion 5a is excessively interfered with the lower side portion 51b of the abdominal portion 5b on the side opposite to the collision side. Further, by bringing the door trim 3 into contact with the waist 5a of the occupant 5 at an early stage, a space can be secured between the chest 5c or the abdomen 5b of the occupant 5 and the door panel 2. As a result, the occupant 5 can be appropriately protected.

ここで、上述した第1の実施形態では、第1の衝撃吸収部材41の対向面41aの全体に傾斜面41bを形成しているが、傾斜面41bは、必ずしも対向面41aの全体に形成する必要はない。例えば、図4および図5には、第1の衝撃吸収部材の対向面の一部に傾斜面を形成した実施形態を第2の実施形態および第3の実施形態として示す。以下、これら第2の実施形態および第3の実施形態について、それぞれ説明する。なお、これらの実施形態において、衝撃吸収部材(第1の衝撃吸収部材および第2の衝撃吸収部材)以外の基本的な構成は、上述した第1の実施形態と同様とすることが可能である。したがって、衝撃吸収部材以外の構成については、第1の実施形態の対応する記載を参酌し、詳細な説明を省略する。   Here, in the above-described first embodiment, the inclined surface 41b is formed over the entire facing surface 41a of the first shock absorbing member 41, but the inclined surface 41b is not necessarily formed over the entire facing surface 41a. No need. For example, FIGS. 4 and 5 show, as a second embodiment and a third embodiment, an embodiment in which an inclined surface is formed on a part of the facing surface of the first shock absorbing member. Hereinafter, each of the second embodiment and the third embodiment will be described. In addition, in these embodiments, the basic configuration other than the shock absorbing member (the first shock absorbing member and the second shock absorbing member) can be the same as that of the above-described first embodiment. .. Therefore, regarding the configuration other than the shock absorbing member, the corresponding description of the first embodiment is referred to, and the detailed description is omitted.

図4は、第2の実施形態に係る車両のドア構造D2を適用したドア本体12の断面を車両前方から示す図である。   FIG. 4 is a view showing a cross section of the door body 12 to which the vehicle door structure D2 according to the second embodiment is applied, as seen from the front of the vehicle.

図4に示すように、ドア本体12は、衝撃吸収部材4として、第1の衝撃吸収部材43と第2の衝撃吸収部材44とを含んで構成されている。第1の衝撃吸収部材43の対向面43aは、傾斜面43bに加えて係合部43cを有している。係合部43cは、第2の衝撃吸収部材44の対向面44aに臨むように、傾斜面43bよりも上方に対向面43aの前後方向の全長に亘って連なって設けられている。すなわち、対向面43aは、上部に係合部43cを有し、下部に傾斜面43bを有する形態となっている。これに対し、第2の衝撃吸収部材44の対向面44aは、係合部43cと係合可能な被係合部44cを有している。被係合部44cは、係合部43cと車幅方向に略正対するように垂直面44bよりも上方に、そして対向面44aの前後方向の全長に亘って設けられている。すなわち、対向面44aは、上部に被係合部44cを有し、下部に垂直面44bを有する形態となっている。   As shown in FIG. 4, the door body 12 is configured to include, as the shock absorbing member 4, a first shock absorbing member 43 and a second shock absorbing member 44. The facing surface 43a of the first shock absorbing member 43 has an engaging portion 43c in addition to the inclined surface 43b. The engaging portion 43c is provided continuously above the inclined surface 43b over the entire length of the facing surface 43a in the front-rear direction so as to face the facing surface 44a of the second impact absorbing member 44. That is, the facing surface 43a has an engaging portion 43c at the upper portion and an inclined surface 43b at the lower portion. On the other hand, the facing surface 44a of the second impact absorbing member 44 has an engaged portion 44c that can engage with the engaging portion 43c. The engaged portion 44c is provided above the vertical surface 44b so as to face the engaging portion 43c substantially in the vehicle width direction and over the entire length of the facing surface 44a in the front-rear direction. That is, the facing surface 44a has an engaged portion 44c at the upper portion and a vertical surface 44b at the lower portion.

係合部43cと被係合部44cの形態は、互いに係合可能であれば特に限定されない。図4には、係合部43cとして対向面44aへ向けて突出する凸部(以下、凸部43cという)を設けるとともに、被係合部44cとして凸部43cと係合可能な凹部(以下、凹部44cという)を設けた対向面43a,44aの形態を一例として示す。凸部43cは、略半円柱状に対向面43aから隆起し、凹部44cは、凸部43cよりも一回り大きな半円柱状に対向面44aから窪んでいる。これにより、凸部43cは、傾斜面43bよりも対向面43aから突出し、対向面44aに近接して位置付けられている。なお、図4に示す形態とは逆に、対向面44aに凸部を設けるとともに、該凸部と係合可能な凹部を対向面43aに設けた形態としてもよい。   The forms of the engaging portion 43c and the engaged portion 44c are not particularly limited as long as they can engage with each other. In FIG. 4, a convex portion (hereinafter, referred to as a convex portion 43c) that protrudes toward the facing surface 44a is provided as the engaging portion 43c, and a concave portion (hereinafter, referred to as an engaged portion 44c) that can be engaged with the convex portion 43c. The form of the facing surfaces 43a and 44a provided with the concave portion 44c) is shown as an example. The convex portion 43c is raised from the facing surface 43a in a substantially semi-cylindrical shape, and the concave portion 44c is recessed from the facing surface 44a in a semi-cylindrical shape that is slightly larger than the convex portion 43c. As a result, the convex portion 43c projects from the facing surface 43a more than the inclined surface 43b and is positioned closer to the facing surface 44a. In contrast to the configuration shown in FIG. 4, a convex portion may be provided on the facing surface 44a, and a concave portion engageable with the convex portion may be provided on the facing surface 43a.

本実施形態においても第1の実施形態と同様に、車両の側面衝突時のアウターパネル21の変形によって、第2の衝撃吸収部材44は、変形したアウターパネル21とともに、第1の衝撃吸収部材43へ向けて変位する。   Also in the present embodiment, as in the first embodiment, the second impact absorbing member 44 is deformed by the deformation of the outer panel 21 at the time of a side collision of the vehicle, and the second impact absorbing member 44 is deformed together with the deformed outer panel 21. Displace toward.

第1の衝撃吸収部材43へ向けて変位した第2の衝撃吸収部材44は、凹部44cが第1の衝撃吸収部材43の凸部43cと最初に当接する。凸部43cと当接した凹部44aは、そのまま凸部43cと係合する。凸部43cと凹部44cは、いずれも略半円柱状に形成されているので、凹部44cを凸部43cに係合させた状態で、第2の衝撃吸収部材44を凸部43cの周面に沿って回動させることができる。すなわち、第2の衝撃吸収部材44は、凹部44cを凸部43cに係合させながら、アウターパネル21の変形に伴って傾斜面43bの傾斜分だけ第1の衝撃吸収部材43へ向けて回動する。このため、第1の衝撃吸収部材43に対して第2の衝撃吸収部材44が滑るようなことはなく、回動時における第1の衝撃吸収部材43に対する第2の衝撃吸収部材44の姿勢をより安定させることができる。これにより、第2の衝撃吸収部材44は、垂直面44bが水平面に対して斜め上方を向き(傾斜面43bの傾斜角度αだけ水平面に対して傾き)、傾斜面43bと接触する。   In the second shock absorbing member 44 displaced toward the first shock absorbing member 43, the concave portion 44c first contacts the convex portion 43c of the first shock absorbing member 43. The concave portion 44a that is in contact with the convex portion 43c is directly engaged with the convex portion 43c. Since the convex portion 43c and the concave portion 44c are both formed in a substantially semi-cylindrical shape, the second shock absorbing member 44 is attached to the peripheral surface of the convex portion 43c in a state where the concave portion 44c is engaged with the convex portion 43c. It can be rotated along. That is, the second impact absorbing member 44 rotates toward the first impact absorbing member 43 by the inclination of the inclined surface 43b as the outer panel 21 deforms while engaging the concave portion 44c with the convex portion 43c. To do. Therefore, the second shock absorbing member 44 does not slip with respect to the first shock absorbing member 43, and the posture of the second shock absorbing member 44 with respect to the first shock absorbing member 43 during rotation is maintained. Can be more stable. As a result, in the second impact absorbing member 44, the vertical surface 44b faces obliquely upward with respect to the horizontal plane (inclined with respect to the horizontal plane by the inclination angle α of the inclined surface 43b) and contacts the inclined surface 43b.

垂直面44bを傾斜面43bと接触させた第2の衝撃吸収部材44は、水平方向と略平行に第1の衝撃吸収部材43を車両内側へ押圧する。押圧された第1の衝撃吸収部材43は、水平方向と略平行にドアトリム3を車両内側へ押圧する。その後の第1の衝撃吸収部材43と第2の衝撃吸収部材44の挙動は、第1の実施形態における第1の衝撃吸収部材41と第2の衝撃吸収部材42の挙動と同様である。したがって、本実施形態においても、車両の側面衝突時にその衝撃力(図2に矢印F2で示す力に相当)を軽減させた上で、乗員5の腰部5aを水平方向と略平行に車両内側(車室内)へ押すことができる。   The second shock absorbing member 44 having the vertical surface 44b in contact with the inclined surface 43b presses the first shock absorbing member 43 toward the inside of the vehicle substantially parallel to the horizontal direction. The pressed first impact absorbing member 43 presses the door trim 3 toward the inside of the vehicle substantially parallel to the horizontal direction. The subsequent behaviors of the first impact absorbing member 43 and the second impact absorbing member 44 are similar to the behaviors of the first impact absorbing member 41 and the second impact absorbing member 42 in the first embodiment. Therefore, also in the present embodiment, the impact force (corresponding to the force indicated by arrow F2 in FIG. 2) at the time of a side collision of the vehicle is reduced, and then the waist portion 5a of the occupant 5 is substantially parallel to the horizontal direction inside the vehicle ( It can be pushed to the passenger compartment).

図5は、第3の実施形態に係る車両のドア構造D3を適用したドア本体13の断面を車両前方から示す図である。   FIG. 5 is a view showing a cross section of the door body 13 to which the vehicle door structure D3 according to the third embodiment is applied, from the front of the vehicle.

図5に示すように、ドア本体13は、衝撃吸収部材4として、第1の衝撃吸収部材45と第2の衝撃吸収部材42とを含んで構成されている。第1の衝撃吸収部材45の対向面45aは、傾斜面45bに加えて垂直面45cを有している。垂直面45cは、傾斜面45bの上端に、前後方向の全長に亘って連続して、対向面45aに形成されている。すなわち、対向面45aは、上部に垂直面45cを有し、下部に傾斜面45bを有する形態となっている。これにより、垂直面45cは、傾斜面45bよりも対向面42aに近接する。これに対し、第2の衝撃吸収部材42は、対向面42aの全体に、つまり上端から下端まで、そして前後方向の全長に亘ってそれぞれ連続する垂直面42bを有する形態となっている(第1の実施形態と同様)。   As shown in FIG. 5, the door body 13 is configured to include, as the shock absorbing member 4, a first shock absorbing member 45 and a second shock absorbing member 42. The facing surface 45a of the first shock absorbing member 45 has a vertical surface 45c in addition to the inclined surface 45b. The vertical surface 45c is continuous with the upper end of the inclined surface 45b over the entire length in the front-rear direction and is formed on the facing surface 45a. That is, the facing surface 45a has a vertical surface 45c at the upper portion and an inclined surface 45b at the lower portion. As a result, the vertical surface 45c is closer to the facing surface 42a than the inclined surface 45b. On the other hand, the second impact absorbing member 42 has a form in which the vertical surface 42b is continuous over the entire facing surface 42a, that is, from the upper end to the lower end, and over the entire length in the front-rear direction (first position). Same as the embodiment of).

本実施形態においても第1の実施形態と同様に、車両の側面衝突時のアウターパネル21の変形によって、第2の衝撃吸収部材42は、変形したアウターパネル21とともに、第1の衝撃吸収部材45へ向けて変位する。   In the present embodiment as well, as in the first embodiment, the second impact absorbing member 42 is deformed by the deformation of the outer panel 21 at the time of a side collision of the vehicle, so that the second impact absorbing member 42 together with the deformed outer panel 21 forms the first impact absorbing member 45. Displace toward.

第1の衝撃吸収部材45へ向けて変位した第2の衝撃吸収部材42は、対向面42a(垂直面42b)が第1の衝撃吸収部材45の垂直面45cと最初に接触する。すなわち、側面衝突の初期状態において、垂直面45c,42b同士が面接触するため、第1の衝撃吸収部材42に対する第2の衝撃吸収部材42を安定させることができる。この状態では、第2の衝撃吸収部材42は、垂直面42bで第1の衝撃吸収部材45の垂直面45cを水平方向と略平行に車両内側へ押圧する。その後、第2の衝撃吸収部材42は、傾斜面45bの上端部(別の捉え方をすれば、垂直面45cの下端部)45dを基点として、対向面42a(垂直面42b)を上端部45dと当接させながら、アウターパネル21の変形に伴って傾斜面45bの傾斜分だけ第1の衝撃吸収部材45へ向けて回動する。これにより、第2の衝撃吸収部材42は、対向面42aが水平面に対して斜め上方を向き(傾斜面45bの傾斜角度αだけ水平方向に対して傾き)、傾斜面45bと接触する。   In the second shock absorbing member 42 displaced toward the first shock absorbing member 45, the facing surface 42a (vertical surface 42b) first contacts the vertical surface 45c of the first shock absorbing member 45. That is, in the initial state of the side collision, the vertical surfaces 45c and 42b are in surface contact with each other, so that the second shock absorbing member 42 can be stabilized with respect to the first shock absorbing member 42. In this state, the second shock absorbing member 42 presses the vertical surface 42b of the vertical surface 45c of the first shock absorbing member 45 toward the inside of the vehicle substantially parallel to the horizontal direction. After that, the second shock absorbing member 42 uses the opposite surface 42a (vertical surface 42b) as the upper end portion 45d with the upper end portion (the lower end portion of the vertical surface 45c being another way of understanding) 45d of the inclined surface 45b as a base point. While the outer panel 21 is deformed, the outer panel 21 is rotated toward the first impact absorbing member 45 by the inclination of the inclined surface 45b. As a result, in the second impact absorbing member 42, the facing surface 42a faces obliquely upward with respect to the horizontal plane (inclined with respect to the horizontal direction by the inclination angle α of the inclined surface 45b), and contacts the inclined surface 45b.

対向面42aを傾斜面45bと接触させた第2の衝撃吸収部材42は、水平方向と略平行に第1の衝撃吸収部材45を車両内側へ押圧する。押圧された第1の衝撃吸収部材45は、水平方向と略平行にドアトリム3を車両内側へ押圧する。その後の第1の衝撃吸収部材45と第2の衝撃吸収部材42の挙動は、第1の実施形態における第1の衝撃吸収部材41と第2の衝撃吸収部材42の挙動と同様である。したがって、本実施形態においても、車両の側面衝突時にその衝撃力(図2に矢印F2で示す力に相当)を軽減させた上で、乗員5の腰部5aを水平方向と略平行に車両内側(車室内)へ押すことができる。   The second shock absorbing member 42 having the facing surface 42a in contact with the inclined surface 45b presses the first shock absorbing member 45 toward the inside of the vehicle substantially parallel to the horizontal direction. The pressed first impact absorbing member 45 presses the door trim 3 toward the inside of the vehicle substantially parallel to the horizontal direction. The subsequent behaviors of the first impact absorbing member 45 and the second impact absorbing member 42 are similar to the behaviors of the first impact absorbing member 41 and the second impact absorbing member 42 in the first embodiment. Therefore, also in the present embodiment, the impact force (corresponding to the force indicated by arrow F2 in FIG. 2) at the time of a side collision of the vehicle is reduced, and then the waist portion 5a of the occupant 5 is substantially parallel to the horizontal direction inside the vehicle ( It can be pushed to the passenger compartment).

このように、上述した第1の実施形態から第3の実施形態に係るドア構造D1〜D3によれば、車両の側面衝突時に、乗員5の腰部5aの上側部位51aを腹部5bの下側部位51bへ向けて押し上げるような力を軽減させ、衝突側とは反対側で、腰部5aの上側部位51aを腹部5bの下側部位51bと過剰に干渉させるような事態を有効に防止することができる。また、早期にドアトリム3を乗員5の腰部5aに接触させることで、乗員5の胸部5cや腹部5bとドアパネル2などとのスペースを確保することができる。これらにより、適切に乗員5の保護を図ることが可能となる。   As described above, according to the door structures D1 to D3 according to the first to third embodiments described above, the upper portion 51a of the waist portion 5a of the occupant 5 is changed to the lower portion of the abdomen portion 5b at the time of the side collision of the vehicle. It is possible to reduce the force that pushes up toward 51b, and effectively prevent a situation in which the upper part 51a of the waist 5a interferes excessively with the lower part 51b of the abdomen 5b on the side opposite to the collision side. .. Further, by bringing the door trim 3 into contact with the waist 5a of the occupant 5 at an early stage, it is possible to secure a space between the chest 5c or the abdomen 5b of the occupant 5 and the door panel 2. As a result, the occupant 5 can be appropriately protected.

なお、上述した各実施形態は、一例として提示したものであり、発明の範囲を限定することは意図していない。このような新規な実施形態は、その他の様々な形態で実施されることが可能であり、発明の要旨を逸脱しない範囲で、種々の省略、置き換え、変更を行うことができる。これら実施形態やその変形は、発明の範囲や要旨に含まれるとともに、特許請求の範囲に記載された発明とその均等の範囲に含まれる。   The above-described embodiments are presented as examples, and are not intended to limit the scope of the invention. Such a novel embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the scope equivalent thereto.

例えば、上述した第1の実施形態から第3の実施形態ではいずれも、第1の衝撃吸収部材41,43,45の対向面41a,43a,45aが傾斜面41b,43b,45bを有する形態としている。これに替えて、例えば図6から図8に示す各変形例のように、第2の衝撃吸収部材の対向面が傾斜面を有する形態としてもよい。   For example, in all of the above-described first to third embodiments, the facing surfaces 41a, 43a, 45a of the first shock absorbing members 41, 43, 45 have inclined surfaces 41b, 43b, 45b. There is. Instead of this, for example, as in each of the modified examples shown in FIGS. 6 to 8, the opposing surface of the second shock absorbing member may have an inclined surface.

図6には、第2の衝撃吸収部材47のみが傾斜面47bを有する第1の変形例を示す。第1の変形例において、第1の衝撃吸収部材46は、対向面46aの全体が上端から下端まで、そして前後方向の全長に亘ってそれぞれ連続する垂直面(水平面に対する鉛直面)46bとなっている。これに対し、第2の衝撃吸収部材47は、対向面47aの全体が上端から下端まで徐々に車両外側へ凹むように傾斜して、前後方向の全長に亘って連なる傾斜面47bとなっている。   FIG. 6 shows a first modification in which only the second shock absorbing member 47 has the inclined surface 47b. In the first modified example, the first impact absorbing member 46 is a vertical surface (vertical surface with respect to a horizontal surface) 46b in which the entire facing surface 46a is continuous from the upper end to the lower end and over the entire length in the front-rear direction. There is. On the other hand, the second impact absorbing member 47 is an inclined surface 47b that is inclined so that the entire facing surface 47a is gradually recessed toward the outside of the vehicle from the upper end to the lower end, and is continuous over the entire length in the front-rear direction. .

対向面46a,47aは、上述した第2の実施形態と同様の係合部や被係合部を有していてもよい。例えば、対向面47aは、上部に係合部として凸部を有し、下部に傾斜面47bを有する形態とすることが可能である。かかる凸部は、対向面47aの前後方向の全長に亘って設ければよい。一方、対向面46aは、上部に被係合部として凹部を有し、下部に垂直面46bを有する形態とすることが可能である。かかる凹部は、対向面47aの凸部と車幅方向に略正対するように、対向面46aの前後方向の全長に亘って設ければよい。   The facing surfaces 46a and 47a may have the same engaging portions and engaged portions as those in the second embodiment described above. For example, the facing surface 47a may have a convex portion as an engaging portion on the upper portion and an inclined surface 47b on the lower portion. The convex portion may be provided over the entire length of the facing surface 47a in the front-rear direction. On the other hand, the facing surface 46a may have a concave portion as an engaged portion in the upper portion and a vertical surface 46b in the lower portion. The concave portion may be provided over the entire length of the facing surface 46a in the front-rear direction so as to face the convex portion of the facing surface 47a substantially in the vehicle width direction.

図7には、第2の衝撃吸収部材48のみが傾斜面48bを有する第2の変形例を示す。第2の変形例において、第2の衝撃吸収部材48は、傾斜面48bに加えて、対向面48aに垂直面48cを有する形態となっている。すなわち、対向面48aは、上部に垂直面48cを有し、下部に傾斜面48bを有している。第1の衝撃吸収部材46は、図6に示す第1の変形例と同様の形態となっている。   FIG. 7 shows a second modification in which only the second shock absorbing member 48 has the inclined surface 48b. In the second modification, the second shock absorbing member 48 has a configuration in which, in addition to the inclined surface 48b, the facing surface 48a has a vertical surface 48c. That is, the facing surface 48a has a vertical surface 48c in the upper part and an inclined surface 48b in the lower part. The first shock absorbing member 46 has the same form as that of the first modified example shown in FIG.

図8には、第1の衝撃吸収部材49および第2の衝撃吸収部材50の双方が傾斜面49b,50bをそれぞれ有する第3の変形例を示す。第3の変形例において、第1の衝撃吸収部材49は、対向面49aの全体が上端から下端まで徐々に車両内側へ凹むように傾斜して、前後方向の全長に亘って連なる傾斜面49bとなっている。これに対し、第2の衝撃吸収部材50は、対向面50aの全体が上端から下端まで徐々に車両外側へ凹むように傾斜して、前後方向の全長に亘って連なる傾斜面50bとなっている。   FIG. 8 shows a third modification in which both the first shock absorbing member 49 and the second shock absorbing member 50 have inclined surfaces 49b and 50b, respectively. In the third modification, the first impact absorbing member 49 is inclined so that the entire facing surface 49a is gradually recessed from the upper end to the lower end toward the inside of the vehicle, and the inclined surface 49b is continuous over the entire length in the front-rear direction. Is becoming On the other hand, the second shock absorbing member 50 is an inclined surface 50b that is inclined so that the entire facing surface 50a is gradually recessed toward the outside of the vehicle from the upper end to the lower end, and is continuous over the entire length in the front-rear direction. ..

対向面49a,50aは、上述した第2の実施形態と同様の係合部と被係合部を有していてもよい。例えば、対向面49aは、上部に係合部として凸部を有し、下部に傾斜面49bを有する形態とすることが可能である。かかる凸部は、対向面49aの前後方向の全長に亘って設ければよい。一方、対向面50aは、上部に被係合部として凹部を有し、下部に垂直面50bを有する形態とすることが可能である。かかる凹部は、対向面49aの凸部と車幅方向に略正対するように、対向面50aの前後方向の全長に亘って設ければよい。   The facing surfaces 49a and 50a may have the same engaging portion and engaged portion as those in the above-described second embodiment. For example, the facing surface 49a can be configured to have a convex portion as an engaging portion at the upper portion and an inclined surface 49b at the lower portion. The convex portion may be provided over the entire length of the facing surface 49a in the front-rear direction. On the other hand, the facing surface 50a may have a recessed portion as an engaged portion in the upper portion and a vertical surface 50b in the lower portion. The concave portion may be provided over the entire length of the facing surface 50a in the front-rear direction so as to face the convex portion of the facing surface 49a substantially in the vehicle width direction.

なお、傾斜面41b,43b,45b,47b,48bの垂直面に対する傾斜角度αは、例えば20°から25°の範囲、好ましくは23°程度に設定する。なお、第3の変形例のように、第1の衝撃吸収部材49および第2の衝撃吸収部材50の双方が傾斜面49b,50bを有する場合、傾斜面49bおよび傾斜面50bのそれぞれの垂直面に対する傾斜角度α1,α2の合計角度を、例えば20°から25°の範囲、好ましくは23°程度に設定する。   The inclination angle α of the inclined surfaces 41b, 43b, 45b, 47b, 48b with respect to the vertical surface is set, for example, in the range of 20° to 25°, preferably about 23°. When both the first shock absorbing member 49 and the second shock absorbing member 50 have the inclined surfaces 49b and 50b as in the third modified example, the vertical surfaces of the inclined surfaces 49b and 50b, respectively. The total angle of the inclination angles α1 and α2 with respect to is set to, for example, a range of 20° to 25°, preferably about 23°.

1…ドア本体、2…ドアパネル、3…ドアトリム、4…衝撃吸収部材、5…乗員、5a…乗員の腰部、5b…乗員の腹部、5c…乗員の胸部、6…シート、12…ドア本体、13…ドア本体、21…アウターパネル、22…インナーパネル、41,43,45,46,49…第1の衝撃吸収部材、41a,43a,45a,46a,49a…第1の衝撃吸収部材の対向面、41b,43b,45b,49b…第1の衝撃吸収部材の傾斜面、42,44,47,48,50…第2の衝撃吸収部材、42a,44a,47a,48a,50a…第2の衝撃吸収部材の対向面、47b,48b,50b…第2の衝撃吸収部材の傾斜面、D1,D2,D3…ドア構造、S…空間、α,α1,α2…傾斜面の傾斜角度。   1... Door body, 2... Door panel, 3... Door trim, 4... Impact absorbing member, 5... Occupant, 5a... Occupant's waist, 5b... Occupant's abdomen, 5c... Occupant's chest, 6... Seat, 12... Door body, Reference numeral 13... Door body, 21... Outer panel, 22... Inner panel, 41, 43, 45, 46, 49... First impact absorbing member, 41a, 43a, 45a, 46a, 49a... Opposing first impact absorbing member Surface, 41b, 43b, 45b, 49b... inclined surface of the first shock absorbing member, 42, 44, 47, 48, 50... second shock absorbing member, 42a, 44a, 47a, 48a, 50a... second Opposing surfaces of the shock absorbing member, 47b, 48b, 50b... Inclined surface of the second shock absorbing member, D1, D2, D3... Door structure, S... Space, α, α1, α2... Inclined angle of the inclined surface.

Claims (6)

車両のドアパネルと、
前記ドアパネルの車両内側に配置されたドアトリムと、
前記ドアパネルと前記ドアトリムとの間に配置された衝撃吸収部材と、を備え、
前記衝撃吸収部材は、第1の衝撃吸収部材と、車幅方向に対して前記第1の衝撃吸収部材よりも車両外側に、前記第1の衝撃吸収部材と対向して配置された第2の衝撃吸収部材と、を含み、
前記第1の衝撃吸収部材および前記第2の衝撃吸収部材は、互いの対向面の少なくとも一方が、前記一方の対向面の下端へ向かうに従って他方の対向面と離間する傾斜面を有し、
前記一方の対向面は、前記傾斜面に加え、前記他方の対向面に臨む係合部を前記傾斜面よりも上方に有し、
前記他方の対向面は、前記係合部と係合可能な被係合部を有する
ことを特徴とする車両のドア構造。
A vehicle door panel,
A door trim disposed inside the vehicle of the door panel,
A shock absorbing member arranged between the door panel and the door trim,
The impact absorbing member is a first impact absorbing member, and a second impact absorbing member is disposed outside the first impact absorbing member in the vehicle width direction outside the vehicle so as to face the first impact absorbing member. A shock absorbing member,
Said first shock absorbing member and the second shock absorbing member, at least one of the opposing surfaces of each other, have a slanted surface away from the other opposing surface toward the lower end of said one of the opposing surfaces,
The one opposing surface has, in addition to the inclined surface, an engaging portion facing the other opposing surface above the inclined surface,
The door structure for a vehicle, wherein the other facing surface has an engaged portion that can engage with the engaging portion .
前記一方の対向面は、前記傾斜面を有し、
前記他方の対向面は、垂直面を有する
ことを特徴とする請求項1に記載の車両のドア構造。
The one opposite surface has the inclined surface,
The vehicle door structure according to claim 1, wherein the other facing surface has a vertical surface.
前記一方の対向面は、前記係合部として、前記他方の対向面へ向けて突出する凸部を有し、
前記他方の対向面は、前記被係合部として、前記凸部と係合可能な凹部を有する
ことを特徴とする請求項に記載の車両のドア構造。
The one opposing surface has, as the engaging portion, a convex portion that projects toward the other opposing surface,
The vehicle door structure according to claim 1 , wherein the other facing surface has, as the engaged portion, a concave portion that can be engaged with the convex portion.
車両のドアパネルと、
前記ドアパネルの車両内側に配置されたドアトリムと、
前記ドアパネルと前記ドアトリムとの間に配置された衝撃吸収部材と、を備え、
前記衝撃吸収部材は、第1の衝撃吸収部材と、車幅方向に対して前記第1の衝撃吸収部材よりも車両外側に、前記第1の衝撃吸収部材と対向して配置された第2の衝撃吸収部材と、を含み、
前記第1の衝撃吸収部材および前記第2の衝撃吸収部材は、互いの対向面の少なくとも一方が、前記一方の対向面の下端へ向かうに従って他方の対向面と離間する傾斜面を有し、
前記一方の対向面は、前記傾斜面に加え、前記傾斜面の上端に連続する垂直面を有し、
前記他方の対向面は、前記垂直面と平行に形成されている
ことを特徴とする車両のドア構造。
A vehicle door panel,
A door trim disposed inside the vehicle of the door panel,
A shock absorbing member arranged between the door panel and the door trim,
The shock absorbing member is a first shock absorbing member, and a second shock absorbing member is disposed outside the first shock absorbing member in the vehicle width direction and outside the first shock absorbing member so as to face the first shock absorbing member. A shock absorbing member,
At least one of the opposing surfaces of the first impact absorbing member and the second impact absorbing member has an inclined surface that separates from the other opposing surface toward the lower end of the one opposing surface,
The one opposite surface has, in addition to the inclined surface, a vertical surface continuous with the upper end of the inclined surface,
The other opposing surface, vehicles door structure you characterized in that it is formed in parallel with the vertical plane.
前記第1の衝撃吸収部材は、前記一方の対向面を含み、
前記第2の衝撃吸収部材は、前記他方の対向面を含む
ことを特徴とする請求項1からのいずれかに記載の車両のドア構造。
The first shock absorbing member includes the one opposing surface,
The vehicle door structure according to any one of claims 1 to 4 , wherein the second shock absorbing member includes the other facing surface.
前記ドアパネルは、前記車両の外板をなすアウターパネルと、前記アウターパネルの車両内側かつ前記ドアトリムの車両外側に配置されたインナーパネルと、を有し、
前記第1の衝撃吸収部材は、前記ドアトリムの車両外側に取り付けられ、
前記第2の衝撃吸収部材は、前記アウターパネルの車両内側に取り付けられている
ことを特徴とする請求項に記載の車両のドア構造。
The door panel has an outer panel that forms an outer plate of the vehicle, and an inner panel that is arranged on the vehicle inner side of the outer panel and on the vehicle outer side of the door trim,
The first shock absorbing member is attached to a vehicle outer side of the door trim,
The vehicle door structure according to claim 5 , wherein the second shock absorbing member is attached to the inner side of the outer panel of the vehicle.
JP2016102238A 2016-05-23 2016-05-23 Vehicle door structure Active JP6701955B2 (en)

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